Railway truck



May 9; 1944. 4 F, CH 2,348,453

RAILWAY TRUCK Filed April 21, 1941 2 Sheets-Sheet l y 9, 1944; G. F. coucH 2,348,453

RAILWAY TRUCK 2 Sheets-Sheet 2 Filed April 21. 1941 castawa 9; 194

Symlngton GouId' Corporation, N. Y.. a corporationof Maryland Rochester,

ApplicationApi-il 21, 1941; Serial No. 389,663

15 Claims. (019105-490) This invention relates to railway trucks and more particularly to a type thereof having a bolster adapted to move laterally-or transversely of a object of the' invention; isthe provision; in a" railway truck, of atransom'movable vertically thejtruck relative. to a transom andlside frames.

but prevented from angling horizontally relative to supporting side frames. 1

. Another object of the invention is the provision; in a railway truck. of a transonr resiliently supported by side frames and in turn resiliently supporting a; bolster with bothsets of springs having' their oscillations or vibrations checked,

I snubbed; dampened 'or controlled.

A further object o'fthe invention isthe provision, in a railway truck; of a side frame having a" bolster opening and carrying a nestof coil springs, a transom supportedfby the nest of coil springs" and arranged withthe side frame so as to prevent a horizontal angling-motion of the 20 transom relative to the side frame anda' bolster 1 of shorter length than the transomsupported by-"the latter through a second nest of coil springs. An added object of the invention is the provision, ina railway truck,'of a transom" supported by a side frame through a group of snubbedor controlled coil springs anda bolster adapted to move transversely orlaterally of the truck'and supportedbythetransom through the medium of a nestot dampened or snubbedcoil springs.

- A still further object of the invention is the provison, in a railway truck, of a friction means for checkingtherecoil of the transom supporting-springs and a friction means for controlling both the-expansive and compressive action of a group of lateral motlon bolster supporting springs.

The above object's'as well as numerous others will be apparent from the'succeeding description when considered together with the accompanying drawings which disclose in several views an arrangement otpartsiorming a railwaytruck embodying the present invention.

Referring in a' general manner to the drawings wherein:

Figure l is a front view, shown partly in'elevation and partly in section, of aportion of a railway truck embodying the present invention.

Figure 2 is a top view of the railway'truck shown partly'in plan and partly in horizontal crosssection, taken along the lines 2-2ofFigure 1, looking in the direction of thearrows, and of reduced size. I

Figure3 is atr'ansver'se'view of the railway truck shown partly in section and partly in elevation and taken along the lines 3-3 of Figure 2,- looking in the direction of the arrows.

Figure 4'is an enlarged sectional view taken alon'gthe line's 4'4 of Figure 3, looking in the direction of the arrows;

Referringnow in detail to the drawings where-v in like reference charactersindicate like parts, the numeral 1 is employed to designate a railway truck formed, input, by side frames 2 extending longitudinally of the truck adjacent and defining the lateral limits thereof. Only a portion or. for the present purpose, the most pertinent part of one side frame isillustrated in the drawings since the undisclosed part thereof may follow the teachings of Patent No. 2,132,382, granted toDonald S. Barrows under date of October 11,1938, and entitled Railway'trucks. Only the disclosed portion of oneillustrated side frame will be hereinafter described. it being clearly understood that the pair of side frames of the present structure is of identical construction in every detail and respect.

The side trame'comprises a top chord or compression member 3 spaced vertically from a bottom chord or tension member both of which are joined intermediate their ends by longitudi naliy spaced vertically extending guide columns 5 which define-a window opening 6 therebetween. Each guide column is desirably channelor U- shaped in horizontal cross section so as to open, at least throughout the major upper portion thereof, inwardly of the window opening for the purpose to be hereinafter explained. Accordinghr, each guide column is formed by a transversely disposed substantially vertical web I which defines the longitudinal limits of the window open. ing and has, extending from the transverse edges thereof, laterally spaced reentrant inner and outer flanges 8 and 8 respectively, which have their upper extremities merging with aligned portions of the compression member and their lower or free extremities terminating short of the tension member. The tension member is desirably of a width transversely of the truck, so as to accommodate a single row of coil or helical springs 9 forming a nest or group of resilient means positioned on or disposed along the longitudinal axis of the side frame and prevented from being dislodged or accidentally shifted from the side frame by transversely spaced ribs Iii which extend between and merge with the guide columns to define aspring seat II on the tension member.

Forming a connection between the side frames bolster I2 formed by longitudinally spaced, transversely extending, intermediate and desirably hollow beams l3 comprising horizontally spaced,

blanket or overlie and bear upon the subjacent nest or group of: resilient means 9. The beam outer walls l5 are extended laterally, as at li to form outer walls for each transom extremity and lie spaced a predetermined distance inwardly of, but in the close proximity to, an associated column guide. The inner wall of each beam, as

it approaches the inner vertical limits of a related side frame, is directed longitudinall of the truck toward a transverse vertical plane bisecting the window opening where it merges with a corre-' spondingly directed inner wall to form an intermediate, vertical wall l8 which joins the transom end-upper and lower walls and forming a stiff- ,ening or reinforcing member for the associated box-like transom extremity. 1

.The use of coil or helical springs of the same size to-support the transom extremity is desirablein the present'construction since they will effect an easier or smoother riding truck and are, as compared with spring means of other characters or types, considered more sensitive or responsive to external, impulses imparted to the truck structure caused by the wheels not shown) of the truck while in transit, passing over contiguous rail extremities, switchesand other irregularities in the rails. In employing a nest of springs of the same characteristics care must be exercised to avoid a synchronization of the oscillations or vibrations of the springs as a group with the external impulses because of the damaging eflects thereof. If, for instance, the vibrations of the transom supporting springs were permitted to synchronize with the external impulses transmitted to the truck, the springs would be driven solid upon a compressive movement thereof while upon an expansive movement or recoil they would be extended beyond their normal free height. This harmonic spring action would not only result in damage to the springs themselves but would also subject the truck to severe impulses which would ultimately bottom wall l1. Each wedge is of hollow, skeleterminate in failure of the component parts and derailment of the truck. In order to avoid such a contingency and still retain the aforementioned desirable qualities flowing from the use of a group of coil springs, means has been included in the structure to snub, check, retard or'dampen the harmonic action of the springs. Since any external impulses imparted to" the truck will cause a deflection of the transom supporting springs it is intended to permit a free unrestricted compressive movement of the springs to obtain the full cushioning effect thereof. It is further intended, by use' of the hereinafter described arrangement of parts, tosnub or check any tendency of the springs to synchronize with the external impulses only during an expansive movement or recoiY'of the springs.

Toward the,..- accomplishment of the above,

there is provided, outwardly and integrally formed with each transom extremity outer wall l5", an arm, shoe or triangular-shaped block I! extending into a related column guide and hav ing a plane vertical surfac 20 facing inwardly of the truck and provided with a wear plate 20", the latter of which is adapted to bear against and frictionally engage a correspondingly disposed wear plate 2 l; carried by the column inner flange 8. Th arms of each transom end are arranged to react inwardly of the truck against the related column flanges, and for this reason the transom will .notbe permitted to angle flin a horizontal manner relative to the side frames. Accordingly, the two side frames of the truck will be maintained at all times in true transverse alignment to present a rigid or square structure insofar as the side frames and transom are conupon a juxtapositioned surface 26 carried by the transom shoes. By thus disposing th surfaces 25 and 26 it will be noted that upon a downward motion of the transom and a deflection of the subjacent springs the shoes will tend to move away from the wedges to result in a very negligi bledegree of frictional forces being created on the contacting surfaces of the shoes, wedges and column flanges. However, upon a recoil or expansive movement of the transom supporting springs the surfaces 25 and 26 will tend to increase the horizontal distance between the wedge surface 23 and the shoe wear plate 20" to thereby materially increase the lateral pressure against the column flanges and snub the recoil action of -'the springs.

So as to maintain the shoes and wedges in a predetermined relation, each shoe is provided with a ledge or shelf 21 which underlies the associated wedgeand extends outwardly of the truck toward the adjacent column outer-flange. The ledges desirably merge with the extremity outer wall iii in the horizontal plane of the tonized form to not. only reduce the weight there of but to also accommodate a compression or coil spring 28 reacting between or vertically against the wedge and a superimposed spring cap or plate 29. Extending through each spring cap, wedge and an accommodating aperture in the subjacent ledge is a bolt or tie means 30 having a head Portion 30 underlying the ledge and a rotatable means, adjusting. element or nut 3i! superimposed upon the spring cap. By a manipulation of the nut 30* the effective length of the bolt may be changed or adjusted as desired to selectively control or determine the compressive value of the spring 28 and the degree of frictional forces created on the column wear plates and engaging surfaces.

In order to incorporate a certain degree of flexibility in the present truck to the extent that e an allowance is ,made for a lateral motion of a supported car body (not shown) with respect to the side frames and transom in response to lateral thrusts to which the truck'wlll be subjected in service, there is provided an inner bolster, latner bolster.

It and H are provided with; apertures or openeral motion bolster or load carrying member ll of relatively shorter extent or lensththan the transome bolster. The lateral motion bolster,

carries, intermediate its ends, the usual truckcenter plate 32 arranged to mate with a correspondingly formed body center plate (not shown) which forms the medium through which the truck may pivot beneath th car body as the railway vehicle is executing a curve. The lateral grally loinedby vertically disposed and spaced.

side walls 35 to form a hollow, rigid girder-like structure. Thetop wall, adiacent[the longitudi-- nal extremity of the lateral motion bolster, terminates in downwardly directed end walls 36 which are spaced a predetermined distance away from the transom intermediate wall it by amount which is determinative of the permissible transverse movementoil the inner bolster. s Supporting movable means is associated with the transom and innerbolsterso as to facilitate a transverse movement of the iattermentioned bolster, and as characteristic -ofsuch a-means the beam upper walls "are provided with a pin rality of suitably spaced upstanding lugs 31 todefine or formv upwardly opening saddle or cylindrical bearings 38 therebetween. The saddle defining lugs are positioned adjacent each longitudinalextremity of each transom beam in close proximity to the associated extremity of the in- The beam upper and lower walls ings g9, tlielupper'of which are disposed in planes between the upstanding lugs. Swing hangers of the side walls 35, the related end wall 36 and an intermediate barrier, partition or transverse wall 48 and closed at its top extremity by the overlying top wall 3 l. Positioned or housed within each bolster pocket is a nest or group of resilient means characterized by a plurality of,-preferably four, helicalor coil springs 49 arranged to act in series with'the transom supporting springs to facilitate a long spring travel and react vertically against the inner bolster top wall and the oppositely disposed spring plate. This nest of springs, like the group 9,'is formed preferably of the coil type ,so as to bequickly responsive to external impulses transmitted to the. truck in service as well as fully and adequately cushion the load of the superimposed. car body (not shown) and thereby eliminate damage to the lading within the car body. 'In order to, avoid a synchronization of the vibrations of the inner bolster springs with any external impulses which may be imparted to the truck at regular or periodic intervals a snubbing means has been proor links 4') extend through the beam openings to haveetheir upper ends formed orfltted with cy-' lindrical, cross, pivot or shear pins-4| which nest in the saddles so that the hangers may pivot or move about a given axis transversely of the truck. As will be noted, two hangersiin alignment-are arranged in the transom at each side; of ailongi- 'tudlnal axis of the truck so that a pair of hangers.

is positioned on each side of the truck between the side frame and center bearing or plate. The

hangers are of such length that theyextend a predetermined. distance below the..hori zontal plane of the beam lower walls, and accordingly associated hangers have their lowermost extremities connected by means of a cylindrical tie bar transversely spaced, flanges 46 which define a downwardly facing or opening semi-cylindrical vided to check or retard a free compressive and expansive movement of this group of springs. As exemplary of such a means each spring plate is formed with an upwardly directed inner flange,

correspondingly disposed friction or wear plate 52 which is secured to the inner bolster partition by any desired means, such as welding (not shown). It will be noted by referring particularly to Figure 3 of the drawings that the links are disposed off center or inclined with respect to the vertical to be directed downwardly and outwardly'of the truck from the cross pins 4|. By thus disposing the links the spring plates actuatetr' by the superimposed load will at all times be urged toward the center of the truck to main tain the wear plate il in intimate and frictional contact with the barrier wear plate 52. Accord -spring casing, any movement of the inner" bolster transversely of the truck from its normal or illusingly. any deflection of the springs 49 will create frictional forces on the Juxta positioned wear plate surfaces to not only add to the capacity of the group of springs but to disturb any harmonic actlons'thereof. Since, frictional forces will be created on the engaging surfaces of the wear platesl 5l and 52 during any, vertical relative movement betwee "the inner bolster and trated position will result in the spring casings being urged in the .samedirection to alter their 'vertical'ipositions andthereby result in controlgling' the lateralmbymeiitof the inner bolster.

The inner ofachspring plate is reinforced by spaeedrtriajngularly shaped side legs 53, while the latter have-their ends, removed from" the end leg, connected bylan outer flange or wall 54 to cradle 46 forengagement by or accommodation of the related tie bar. Aplurality of gussets or ribs 46 .of triangular formation extend betweeneach spring plate flange and the base plate outward-1y of the cradle to rigidity the flanges against stresses to which they will be subjected in service.

The inner bolster is provided with a down- 'wardly opening pocket 41 adjacent each end thereof which is in substantially vertical alignment with the underlying spring plate base.

complete" v 'a'f" circumambient means upstanding from the spring plate base which prevents an accidental'or unwarranteddisplacement of the springs 49. A rub; guide or wear plate 55 is secured to each inneri bolster side wall outwardly thereof and is spaced a slight distance from a guide or wear plate 56 which is fastened to the beam inner wall. The wear plates 55 and 56 are adapted to guide the inner or lateral motion bolster throughout its-permissive range of transverse travel as well as limit the movement of the Each inner bolster pocket is defined by portions ll inner bolster in a direction longitudinally of the truck.

From a consideration of the accompanying drawings and the preceding description it will be noted that various changes and alterations may be made to the illustrated structure without departing from within the spirit and scope of the appended claims.

I claim:

1. In a railway truck of the type having a side frame provided with spaced channel-shaped hanger means including friction means carried by.

said transom inwardly of said side frame, a-group of coil springs carried by said hanger means, and a bolster having an end supported by said last named group of coil springs and engaging said friction means.

2. In a railway truck of the type having a side frame provided with spaced channel-shaped guide columns facing one another and connected adja cent their lower extremities by a tension member, the combination of a transom having an end portion positioned between said guide columns, a group of coil springs supported by said tension member and in turn supporting said transom end, friction means positioned in said guide columns and adapted to prevent a horizontal angular movement of said transom relative to said side frame, hanger means carried by said transom inwardly of said side frame, and a group of coil springs carried by said hanger means and extending into a bolster, and said bolster having an end supported by said last named group of coil springs, said bolster and hanger means having confronting faces in constant bearing relation with one another so that frictional forces are created thereon to snub the action of the bolster supporting springs.

3. Ina railway truck of the type having a side frame provided with spaced channel-shaped guide columns facing one another and connected adiacent their lower extremities by a tension member, the combination of a transom having an end portion positioned between said guide columns, a

group of coil springs interposed between said transom end and tension member, friction means positioned in said guide columns for snubbing the expansive movement of said coil springs and per mitting a comparatively unrestricted compressive movement thereof, hanger means associated with said transom, a group of coil springs carried by said hanger means, and a'bolster having an end supported by said last named group of coil springs.

4. In a railway truck of the type having a side frame provided with spaced channel-shaped guide columns facing one another and connected adjacent their lower extremities by a tension member, the combination of a transom having an end portion positioned between said guide columns, a group of coil springs interposed between said transom end and tension member, friction means positioned in said guide columns for snubbing the expansive movement of said coil springs and permittin a comparatively unrestricted compressive movement thereof, hanger means associated with said transom, a group of coil springs carried by said hanger means. and a bolster having an end vertically disposed faces in constant contact so that frictional forces are created thereon to snub the action of the bolster supporting springs.

5. Ina railway truck of the type having a side frame provided with spaced channel-shaped guide columns facing one another, the combination of a transom having an end portion positioned between said columns, coil spring means carried by said side frame and supporting said transom end, arms outstanding from said transom end extending into said guide columns for preventing a horizontal angular movement of said transom relative to said side frame, means associated with said arms for maintaining the latter in intimate contact with said guide columns, supporting means associated with said transom, coil springs carried by said supporting means, and a bolster supported by .said coil springs.

6. In a railway truck of the type having a side frame provided with spaced channel-shaped guide columns facing one another, the combination of a transom having an end portion positioned be- I tween said columns, coil spring means carried by said side frame and supporting said transom end,

arms outstanding from said transom end in con- 1 stant intimate contact with said guide columns for preventing a horizontal angular movement of said transom relative to said side frame, means associated with said arms for maintaining the latter in intimate contact with said guide columns, supporting means associated with said transom, coil springs carried by said supporting means, and a bolster supported by said coil springs, said supporting means and bolster having plane surfaces in constant contact with one another irrespective of the position of the bolster 'so that frictional forces are created constantly thereon to snub the action of said coil springs.

7. In a railway truck of the type having a side frame provided with spaced channel-shaped guide columns facing one another, the combination ofa transom having an end portion positioned between said columns, coil spring'means positioned on a longitudinal axis of said side frame and supporting said. transom end, means integral with said transom end outstanding therefrom to extend into said columns, means associated with said integral means and cdlumns for preventing a horizontal angular movement of said transom and snubbing the recoil of said coil spring means, supporting means associated with said transom, coil springs carried by said supporting means, and a lateral motion bolster bearing upon said coil springs.

8. In a railway truck of the type having a side frame provided with spaced channel-shaped guide columns facing one another, the combination of a transom having an end portion positioned between said columns, coil spring means positioned on a longitudinal axis of said side frame and supporting said transom end, means integral with said transom end outstanding therefrom to extend into said columns, means associated with said integral means and columns for preventing a horizontai angular movement of said transom and snubbing the recoil of said coil spring means, supporting means associated with said transom, coil springs carried by said supporting means, and a lateral motion bolster bear ing upon said coil springs, said supporting means having a portion thereof adapted to move trans versely of said truck and frlctionally engage said lateral motion bolster upon a vertical actionof said associated coil springs.

9. In a railway truck, the combination of a transom bolster, supporting means pivotally associatedwith said transom bolster, spring means associated with said supporting means, and a lateral motion bolster positioned within the confines of said transom bolster and bearing upon said spring means, said supporting means having a wall inwardly of said truck and carrying 'a surface in constant frictional engagement with said lateral motion bolster to snub the action of said spring means.

10. In a railway truck, the combination of a transom bolster, supporting means pivotally associated with said transom bolster, a spring plate carried by said supporting means, a group of coil springs bearing upon said spring plate, and a lateral motion bolster housing and bearing upon said group of coil springs, said lateral motion bolster being within the horizontal limits of said transom bolster; said spring platehaving a surface at one end inwardly of said truck in constant frictional engagement with said lateral motion bolster to snub the action of said group of coil springs.

11. In a railway truck, the combination of a transom bolster, supporting means movably associated with said transom bolster, a spring casing pivotally carried by said supporting means, a group of springs bearing upon said spring casing, and "a lateral motion bolster housing and bearing upon said group of springs, said spring casing being supported in such a manner as to constantly tend to be urged inwardly of said truck and contact said lateral motion bolster so as to create frictional forces upon a vertical action of said group of springs.

12. In a railway truck, the combination of a resiliently mounted snubbed transom bolster, means suspended from said transom bolster, a spring plate pivotally supported by said suspended means and having an inner upstanding wall, a nest of coil springs bearing upon said spring plate, and a lateral motion bolster bearing upon said nest of coil springs and reacting constantly outwardly of said truck against said upstanding wall.

13. In a railway truck, the combination of a resiliently mounted snubbed transom bolster, supporting means movably associated with said transom bolster, a sprin casing pivotally mount ed, on said supporting means, a group of coil springscarried by said spring plate, and a lateral motion bolster bearing upon said group of coil springs; said lateral motion bolster and spring plate being telescopingly related and in bearing relation with one another so as to constantly create frictional forces upon a vertical action of said group of coil springs.

14. In a railway truck, the combinaitc-n of a transom bolster, a lateral motion bolster having a downwardly opening pocket adjacent an end thereof, supporting means pivotally mounted on and carried by said transom bolster, an upwardly opening spring casing pivotally mounted on said supporting means and extending into said lateral motion bolster pocket, and a group of coil springs positioned in said pocket and interposed between said spring casing and lateral motion bolster; said spring casing being urged inwardly of said truck and adapted to constantly frictionally engage said lateral motion bolster upon a vertical action of said group of coil springs.

15. In a railway truck, the combination of a transom bolster, a lateral motion bolster having a downwardly opening pocket adjacent an end thereof, supporting means mounted on said transom bolster, a spring casing pivotally mounted on said supporting means and extending into said lateral motion bolster pocket, and resilient means positioned in said pocket and interposed between said spring casing and lateral motion bolster, said spring casing being urged constantly inwardly of said truck irrespective of the transverse location of said lateral motion bolster and thereby adapted to frictionally engage said lateral motion bolster.

GLENN F. COUCH. 

